JP2010064694A - Vehicle controlling device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle controlling device capable of performing a smooth operation when a shift position is shifted to a parking position through a switch operation and a turning-off control of a power supply for a vehicle is performed. <P>SOLUTION: A parking ECU 28 operates an actuator 18 through a brake ECU 74 so as to generate a braking power for establishing a parking velocity condition through an assisting control in the case that the parking velocity condition is not established when the parking velocity condition is fulfilled and a power supply 34 is shifted to its turned-off state through an operation of an engine switch 24 and the parking velocity condition is not established temporarily. As a result, the parking velocity condition is established again, its state is kept and it is possible to perform a shifting to P-position and a transferring to a turned-off state of a power supply. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle control device, and more particularly to an improvement in a vehicle control device that shifts a shift position to a parking position by a switch operation and performs power-off control of the vehicle.

  A parking lock mechanism is known in a vehicle equipped with an automatic transmission. In the parking lock mechanism, when the shift lever moves to the parking position when the vehicle is stopped, the front teeth of the parking pole mesh with the parking gear connected to the output shaft of the automatic transmission, This is a mechanism for restricting the rotation of the shaft connected to (see Patent Document 1, for example).

By the way, in recent years, with the advancement of intelligent vehicles, the development of technologies for realizing vehicle control with simpler operations has been actively conducted. For example, in the procedure of stopping the engine when parking a vehicle including the parking lock mechanism as described above, for example, after the driver steps on the brake pedal to stop the vehicle, the shift lever is moved to the parking position. Thereafter, the parking brake is operated to turn off the vehicle power and stop the engine. On the other hand, if the vehicle speed satisfies a parking speed condition that is less than the predetermined speed at which the parking lock mechanism operates, the parking lock mechanism operates and the engine stops when the vehicle power is turned off by pressing a switch or the like. And a vehicle control device that realizes the parking lock state at the same time.
JP 2007-55354 A

  As described above, the parking lock mechanism is a mechanism that restricts the rotation of the shaft connected to the driving wheel by meshing the front teeth of the parking pole with the parking gear connected to the output shaft of the automatic transmission. Therefore, an operation time is required until the parking pole of the parking lock mechanism starts to move by the actuator or the motor and actually engages with the parking gear. For this reason, for example, when the driver tries to operate the parking lock mechanism by turning off the power on a slope, the vehicle may start moving under its own weight depending on the degree of depression of the brake pedal, and the parking speed condition for operating the parking mechanism is satisfied. There is a case where it is not done. In this case, it is necessary to apply braking force to the vehicle, such as depressing the brake pedal again, and the simple operation that allows the parking lock operation and the vehicle power-off operation to be performed together with only the switch operation is not possible. May be given.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a vehicle control device that can shift a shift position to a parking position by a switch operation and smoothly perform power-off control of the vehicle. is there.

  In order to solve the above-described problems, a vehicle control device according to an aspect of the present invention includes a power supply switching unit that switches between a power-on state in which the vehicle can travel and a power-off state in which the vehicle cannot travel, and a vehicle shift position. Condition information acquisition means for acquiring whether or not a parking speed condition that allows the vehicle to move to the parking position is satisfied, and the parking speed condition when attempting to shift to a power-off state by operating the power supply switching means Auto parking means for shifting the shift position to the parking position when the above condition is satisfied, and a braking force generated by the in-vehicle braking force generating means when the parking speed condition is not satisfied during the shifting operation by the auto parking means. Assist control means for establishing the parking speed condition by generating The shift position by preparative parking means is characterized in that it comprises a power supply control means for shifting to the power-off state when the processing shifts to the parking position.

  According to this aspect, when the parking speed condition is satisfied and an attempt is made to shift to the power-off state by operating the power supply switching means, the parking speed condition is temporarily set by the assist control means even if the parking speed condition is not satisfied. A braking force that satisfies the condition is generated by a vehicle-mounted braking force generator. Therefore, the transition to the parking position and the transition to the power-off state can be performed smoothly.

  In the above aspect, the assist control means may actuate an electronically controlled brake as the braking force generating means to generate a braking force. According to this aspect, the generation of the braking force is executed without the driver being aware of it, and the automatic parking means can be operated by reliably establishing the parking speed condition without giving the driver a sense of incongruity.

  In the above aspect, the assist control means may generate a braking force by the braking force generation means when the vehicle posture exceeds the starting inclination angle. According to this aspect, it is possible to prevent the vehicle from moving along the slope in advance, and it is possible to suppress the failure of the parking speed condition and to operate the auto parking means quickly.

  According to the vehicle control device of the present invention, when the shift position is shifted to the parking position by the switch operation and the power-off control of the vehicle is performed, the control for ensuring that the parking speed condition is satisfied and shifting to the parking position is performed. Control to turn off the power can be performed smoothly.

  Hereinafter, an embodiment of the present invention (hereinafter referred to as an embodiment) will be described with reference to the drawings.

  The vehicle control apparatus according to the present embodiment includes power supply switching means, condition information acquisition means, auto parking means, assist control means, and power supply control means. When the parking speed condition is satisfied and the operation of the power supply switching means tries to shift to the power off state, the assist control means is controlled by the braking force generation means even if the parking speed condition is temporarily not satisfied. Power is generated to establish the parking speed condition. As a result, the parking speed condition is easily established, and the transition to the parking position and the transition to the power-off state are executed smoothly.

  FIG. 1 is a conceptual diagram of a configuration of a vehicle 10 equipped with the vehicle control device of the present embodiment. The vehicle 10 shows an example provided with a disc brake device 12 as a regular braking device. Further, the vehicle 10 stores the brake fluid in a high pressure state in an accumulator by a pump driven by a motor or the like, and supplies the high pressure brake fluid to the wheel cylinder of the caliper 16 of the disc brake device 12 of each wheel 14 as necessary. And a brake control device including an electronically controlled brake (hereinafter referred to as ECB) that secures the braking force of the wheel 14 by controlling the above. In addition, an automatic transmission 20 is provided as a transmission, and the shift position can be selectively switched, for example, to a neutral position (N position), a drive position (D position), a reverse position (R position), or a parking position (P position). It is. The automatic transmission 20 has an axle 22 that is connected to drive wheels (the front wheels 14 in the case of FIG. 1) with the parking gear connected to the output shaft meshed with the parking gear at the P position. A parking lock mechanism that restricts rotation of the motor. In the case of the present embodiment, the parking lock mechanism functions as auto parking means described later. Moreover, in FIG. 1, illustration is abbreviate | omitted about the structure which is not directly related to description of this embodiment other than vehicle drive sources, such as an engine.

  The vehicle 10 includes a push switch type engine switch 24 as power switching means for switching between a power-on state in which a driving source such as an engine can be traveled and a power-off state in which the driving source cannot travel. When the engine switch 24 is pressed when the power is off and the shift position is the P position and the brake pedal 26 is depressed, the vehicle 10 is powered on and a drive source such as an engine can be started or driven. Transition to the state. Further, when the power source is on, the driving source such as the engine is in a startable or drivable state, and the parking speed condition that allows the shift position of the vehicle 10 to shift to the P position is satisfied, the engine switch 24 By depressing, the shift position is shifted to the P position and the power source is shifted to the OFF state. In the case of the present embodiment, the parking speed condition is “speed zero”, which is the stop state of the vehicle 10, or a speed that can be regarded as a substantial stop, and may be, for example, less than 4 km / h. The parking speed condition can also be referred to as a speed condition at which the parking gear constituting the parking lock mechanism and the tip teeth of the parking pole can be smoothly engaged.

  Further, the control for shifting the shift position to the P position when the parking speed condition is satisfied when attempting to shift to the power-off state by operating the engine switch 24 is referred to as auto parking control. In the case of the present embodiment, when the parking ECU 28 receives a signal requesting to shift the shift position to the P position by operating the engine switch 24, a separately input parking speed condition is satisfied. The parking lock mechanism is made to function as auto parking means, and the shift position is shifted to the P position.

  The parking ECU 28 determines whether or not the parking speed condition is satisfied based on input information from various sensors. As described above, the parking speed condition is a vehicle speed that allows the shift position to shift to the P position. Accordingly, the parking ECU 28 acquires information from the wheel speed sensor 30 that detects the wheel speed of each wheel 14 and determines whether or not the vehicle 10 satisfies the parking speed condition. In the case of FIG. 1, the wheel speed sensor 30 functions as condition information acquisition means.

  The parking ECU 28 of the present embodiment functions as a power control means when auto parking control is executed in response to the operation of the engine switch 24 and the shift position is completely moved to the P position by the parking lock mechanism and the axle 22 is locked. Lock completion information is provided to the power supply ECU 32. Then, the power supply ECU 32 shifts the power supply 34 to the power supply OFF state and stops the power supply to each part of the vehicle 10.

  By the way, in the parking lock mechanism, the parking pole is moved by an actuator or a motor and meshed with the parking gear. Therefore, it takes a short time until the parking gear is engaged with the tip teeth of the parking pole and the rotation of the axle 22 is limited. There is a possibility that the vehicle starts to move during this operation time. For example, when the vehicle 10 is stopped on a slope and the driver loosens the depression force of the brake pedal 26 before the engagement with the parking gear is completed when the automatic parking control is executed, the vehicle 10 moves downwards due to its own weight. Receive the power of As a result, the vehicle 10 may move and the parking speed condition may not be satisfied. In this case, the engagement of the parking gear is not completed and the power supply 34 does not shift to the OFF state. That is, although the driver operates to turn off the power supply 34, the power supply is not turned off, which gives a sense of incongruity. In this case, it takes time to depress the brake pedal 26 again to establish the parking speed condition.

  Therefore, when the parking speed condition is not established during the automatic parking control, the parking ECU 28 drives the actuator 18 via the brake ECU 74 that controls the entire brake control device, and generates a braking force by each caliper 16. The movement of the vehicle 10 is suppressed, and the parking speed condition is shifted to the established state again. That is, even if the driver does not operate the brake pedal 26, the braking force is applied to the wheels 14 to stop the vehicle 10. As a result, during the operation time of the engagement of the parking gear by the auto parking control, the state where the parking speed condition is satisfied is maintained, the auto parking control is quickly completed, the transition to the parking lock state, and the subsequent power supply 34 off state. Migration can be performed quickly. In the present embodiment, the parking ECU 28 also functions as an assist control means for controlling the generation of an auxiliary braking force for establishing the parking speed condition. As another embodiment, an assist ECU that controls generation of auxiliary braking force for establishing the parking speed condition may be provided separately from the parking ECU 28.

  As described above, as a cause of the transition of the parking speed condition from the established state to the unestablished state, the vehicle 10 stops on the slope and starts the automatic parking control, and before the completion, the driver relaxes the depression force of the brake pedal 26. There are cases. Accordingly, the parking ECU 28 may be provided with information from the inclination angle sensor 36 that detects the vehicle posture in the vehicle longitudinal direction. Then, when the inclination posture of the vehicle 10 is a driving inclination angle, for example, 2 ° or more, it is determined that there is a possibility that the vehicle 10 may start moving downhill in a state where no braking force is applied. The parking ECU 28 may operate the actuator 18 to apply a braking force regardless of whether the parking speed condition is satisfied or not. As a result, it is possible to prevent the parking speed condition from being satisfied in advance, so that the automatic parking control can be executed quickly and reliably.

  In addition, the parking ECU 28 may be provided with information on depression of the accelerator pedal 38. For example, if the engine switch 24 is accidentally pressed during intermittent traffic jams, the auto parking control is not executed. That is, when the depression information of the accelerator pedal 38 is acquired, the pressing operation of the engine switch 24 is cancelled. That is, it is considered that the driver intends to continue traveling, and the shift to the P position and the shift of the power supply 34 to the power off state are prohibited.

  FIG. 2 is an explanatory diagram illustrating the overall configuration of the brake control device 100 mounted on the vehicle 10 according to the present embodiment. FIG. 2 shows a system for executing the braking force control of the disc brake device 12.

  The brake control device 100 mainly includes an actuator 18 and a master cylinder 40 other than the actuator 18. The brake control device 100 is an ECB system (Electronically Controlled Brake System), and can detect the operation amount of the brake pedal 26 with a sensor, calculate the optimum brake fluid pressure, and operate the brakes independently of the four wheels. .

  The brake pedal 26 is provided with a stroke sensor 42 for detecting the depression stroke. The master cylinder 40 pumps the brake fluid, which is the hydraulic fluid, in response to the depression operation of the brake pedal 26 by the driver.

  One end of a brake fluid pressure control conduit 44 for the right front wheel (FR) and a brake fluid pressure control conduit 46 for the left front wheel (FL) are connected to the master cylinder 40, and these brake fluid pressure control conduits 44, 46 are respectively connected to the master cylinder 40. These are connected to wheel cylinders 48FR and 48FL for the right front wheel and the left front wheel that exert the braking force of the right front wheel and the left front wheel. A right master cut valve 50FR and a left master cut valve 50FL are interposed in the middle of the brake fluid pressure control conduits 44, 46 for the right front wheel and the left front wheel. The right master cut valve 50FR and the left master cut valve 50FL are open when not energized, and are switched to a closed state when a brake operation is detected (this is referred to as a “normally open type”).

  A right master pressure sensor 50FR and a left master pressure sensor 50FL for measuring the master cylinder fluid pressure on the right front wheel side and the left front wheel side are provided in the middle of the brake fluid pressure control conduits 44 and 46, respectively. When the driver depresses the brake pedal 26, the stroke sensor 42 detects the amount of depression, but assuming the failure of the stroke sensor 42, master cylinder fluid by the right master pressure sensor 52FR and the left master pressure sensor 52FL. The depressing operation force of the brake pedal 26 is also detected by measuring the pressure. The master cylinder hydraulic pressure is monitored by two pressure sensors from the viewpoint of fail-safe.

  A reservoir tank 54 is connected to the master cylinder 40, and a stroke simulator 58 that creates a driver's operation amount and reaction force is connected via a simulator cut valve 56. The simulator cut valve 56 is a normally closed solenoid valve that is in a closed state when not energized and switches to an open state when a brake is operated. One end of a hydraulic pressure supply / discharge conduit 60 is connected to the reservoir tank 54. The hydraulic supply / discharge conduit 60 is provided with a fluid pump 64 driven by a motor 62. The discharge side of the fluid pump 64 is a high-pressure conduit 66, and an accumulator 68 and a relief valve 70 are provided. The accumulator 68 accumulates brake fluid that has been brought to a high pressure, for example, in the range of 14 to 22 MPa by the fluid pump 64. The relief valve 70 opens when the accumulator pressure is abnormally high, for example, a high pressure such as 25 MPa, and releases the high-pressure brake fluid to the hydraulic supply / discharge conduit 60.

  The high-pressure conduit 66 is provided with an accumulator pressure sensor 72 that measures the accumulator pressure. Although not shown, an accumulator pressure, which is an output of the accumulator pressure sensor 72, is input to the brake ECU 74, and the motor 62 is controlled so that the accumulator pressure falls within the control range.

  The high pressure conduits 66 are closed when not energized, and are normally closed electromagnetic flow rate control valves used for pressure increase of the wheel cylinder when necessary, that is, pressure increase valves 76FR, 76FL, 76RR which are linear valves. , 76RL, wheel cylinder 48FR for the right front wheel, wheel cylinder 48FL for the left front wheel, wheel cylinder 48RR for the right rear wheel, wheel cylinder 48RL for the left rear wheel (hereinafter collectively referred to as "wheel cylinder 48") )It is connected to the. Hereinafter, when the pressure increasing valves 76FR, 76FL, 76RR, and 76RL are collectively referred to, reference numeral 76 is used.

  A disc brake device 12 is provided on the right front wheel, the left front wheel, the right rear wheel, and the left rear wheel of the vehicle. The brake pads are pressed against the disc by driving the wheel cylinders 48FR, 48FL, 48RR, and 48RL, respectively. It comes to show power.

  The right front wheel wheel cylinder 48FR and the left front wheel wheel cylinder 48FL are hydraulically supplied via electromagnetic flow control valves used for pressure reduction when necessary, that is, normally closed pressure reduction valves 78FR and 78FL which are linear valves. Connected to the exhaust conduit 60. The wheel cylinder 48RR for the right rear wheel and the wheel cylinder 48RL for the left rear wheel are connected to the hydraulic pressure supply / discharge conduit 60 via normally open pressure reducing valves 78RR and 78RL, respectively. Hereinafter, when the pressure reducing valves 78FR, 78FL, 78RR, and 78RL are collectively referred to, reference numeral 78 is used.

  Near the right front wheel, left front wheel, right rear wheel, and left rear wheel wheel cylinders 48FR, 48FL, 48RR, 48RL, the right front wheel, the left front wheel, the right rear wheel, Pressure sensors 80FR, 80FL, 80RR, 80RL for the left rear wheel are provided.

  Near the right front wheel, the left front wheel, the right rear wheel, and the left rear wheel axles 22FR, 22FL, 22RL, 22RR (hereinafter collectively referred to as "axle 22"), a wheel speed for obtaining the wheel speed of the wheels. Sensors 30FR, 30FL, 30RL, 30RR (hereinafter collectively referred to as “wheel speed sensor 30”) are arranged.

  The brake ECU 74 controls the master cut valves 50FR and 50FL, the simulator cut valve 56, the motor 62, the four pressure increasing valves 76, and the four pressure reducing valves 78. The brake ECU 74 includes an arithmetic unit using a microcomputer, a ROM that stores various control programs, and a RAM that is used as a work area for data storage and program execution.

  Although not shown in detail, the brake ECU 74 includes pressure sensors 80FR, 80FL, 80RR, 80RL for the right front wheel, the left front wheel, the right rear wheel, and the left rear wheel, respectively, in the wheel cylinder 48FR of the right front wheel. The pressure signal, the pressure signal in the left front wheel wheel cylinder 48FL, the pressure signal in the right rear wheel wheel cylinder 48RR, and the pressure signal in the left rear wheel wheel cylinder 48RL are input. The brake ECU 74 also receives a signal indicating the depression stroke of the brake pedal 26 from the stroke sensor 42, a signal indicating the master cylinder hydraulic pressure from the right master pressure sensor 52FR and the left master pressure sensor 52FL, and an accumulator pressure from the accumulator pressure sensor 72. Is input. Further, signals indicating wheel speeds from the wheel speed sensors 30FR, 30FL, 30RL, 30RR are input. The brake ECU 74 also receives a request signal for requesting assist control during auto parking control from the parking ECU 28.

  The ROM of the brake ECU 74 stores a predetermined braking control flow. A target braking amount acquisition unit in the brake ECU 74 calculates a target braking amount of the vehicle based on the stroke signal and the master cylinder hydraulic pressure signal. Then, the brake ECU 74 calculates the target wheel cylinder hydraulic pressure of each wheel based on the calculated target braking amount, and the pressure increasing valve 76 and the pressure reducing valve so that the wheel cylinder hydraulic pressure of each wheel becomes the target wheel cylinder hydraulic pressure. 78 is controlled.

  The fluid pump 64 driven by the motor 62 draws up the brake fluid from the reservoir tank 54 through the hydraulic supply / discharge conduit 60 and accumulates the brake fluid at high pressure in the accumulator 68. The high hydraulic pressure of the accumulator 68 is supplied to each wheel cylinder 48 by controlling opening and closing of the pressure increasing valve 76 in accordance with the target wheel cylinder hydraulic pressure.

  The brake ECU 74 also supplies a high-pressure brake fluid from the accumulator 68 to each wheel cylinder 48 when a braking force is generated in order to maintain the establishment of the parking speed condition during auto parking control in response to a request from the parking ECU 28. In addition, the brake ECU 74 performs opening / closing control of the pressure increasing valve 76 and the pressure reducing valve 78 when executing ABS control for stabilizing the running of the vehicle 10, and each wheel using the high pressure brake fluid from the accumulator 68. The operating state of the cylinder 48 is controlled.

  When the brake pedal 26 is depressed or high fluid pressure brake fluid is consumed from the accumulator 68 by auto parking control or ABS control, the brake ECU 74 controls the motor 62 so that the pressure of the accumulator 68 is always within the control range. When activated, the fluid pump 64 is driven, and the accumulator 68 accumulates the brake fluid at a high pressure. This operation is called “pressure accumulation operation”. This pressure accumulation operation is automatically executed according to the detection value of the accumulator pressure sensor 72.

  FIG. 3 is a flowchart for explaining the contents of the auto parking control by the operation of the engine switch 24 in the vehicle control apparatus of the present embodiment.

  When the engine switch 24 (engine SW) arranged around the driver's seat is pressed (S100) and the power supply is not in the ON state (N in S102), that is, when the power supply is OFF, the power supply ECU 32 If collation is established by collating keys and the like, the power is turned on (S104) and it is confirmed whether the engine start condition is established. If the start condition is satisfied (Y in S106), the engine is started (S108). The engine start condition can be set such that, for example, the power supply (engine power supply) is OFF, the shift position is the P position, and the brake pedal 26 is fully depressed. Even if the vehicle is activated, the vehicle 10 does not start immediately. Then, after starting the engine, this flow is finished. If the start condition is not satisfied in S106 (N in S106), this flow is terminated without starting the engine. When the driver wants to start the engine, the driver again operates the shift position and the brake pedal 26 so as to satisfy the start condition.

  In S102, when the power is ON (Y in S102), and when the parking speed condition is satisfied (Y in S110), the parking ECU 28 executes an auto parking process (auto P process) (S112). The parking speed condition can be, for example, less than the vehicle speed of 4 km / h. The auto P process is a process of shifting the shift position to the P position in the automatic transmission 20 and executes auto parking control.

  When the parking ECU 28 confirms that the shift position has been moved to the P position based on the signal provided from the automatic transmission 20 (Y in S114), the power supply ECU 32 turns off the power (S116). In S110, when the parking speed condition is not satisfied at the stage before shifting to the auto P process (N in S110), the operation of the engine switch 24 is canceled (S118), and this flow is ended. In this case, since the parking speed condition is not satisfied, an alarm indicating that the auto P process cannot be executed may be presented.

  If the parking ECU 28 cannot confirm in S114 that the shift position has been moved to the P position (N in S114), that is, if the meshing of the parking gear of the automatic transmission 20 has not been completed, the establishment of the parking speed condition is maintained. It is confirmed based on the wheel speed from the wheel speed sensor 30 whether it is being performed. If the establishment of the parking speed condition is maintained (Y in S120), the process returns to S114 to confirm again whether the movement to the P position has been completed. On the other hand, when the establishment of the parking speed condition is not maintained (N in S120), it is confirmed whether or not the accelerator pedal 38 is depressed. If the depressing operation of the accelerator pedal 38 can be confirmed (Y in S122), the driver has the intention to continue traveling, and it can be considered that the parking speed condition is intentionally not satisfied. Therefore, the process proceeds to S118, and the power supply ECU 32 cancels the operation of the engine switch 24.

  In S122, when the accelerator pedal 38 is not depressed (N in S122), that is, it can be considered that the vehicle 10 has started moving due to an external cause such as a stop on the slope against the driver's will. In this case, the parking ECU 28 sends to the brake ECU 74 a request signal for requesting assist control during auto parking control. Then, the brake ECU 74 operates the actuator 18 to supply the high-pressure brake fluid from the accumulator 68 to each wheel cylinder 48 to execute assist control for generating a braking force on each wheel 14 (S124). After executing the assist control, the parking ECU 28 returns to S114 to check whether or not the movement to the P position is completed. When the movement to the P position is completed (Y in S114), the power supply ECU 32 turns off the power. (S116), and this flow is finished.

  As described above, according to the vehicle control apparatus of the present embodiment, when the vehicle 10 starts to move due to a stop on a slope during auto parking control, a braking force is immediately generated to shift to a vehicle state in which auto parking control is possible. be able to. As a result, the shift position can be shifted to the P position by operating the engine switch 24, and the power-off control of the vehicle 10 can be performed smoothly.

  In this embodiment, an example in which the ECB operates the disc brake device as the braking force generating means controlled by the assist control means is shown. However, even if the ECB operates the drum brake, the same control as in this embodiment is performed. Possible and similar effects can be obtained. The braking force generation means may be an in-vehicle braking force generation means. For example, the same effect can be obtained even when the braking force is generated by a parking brake. In this case, the parking ECU 28 controls a motor that winds up the wire of the parking brake.

  In the present embodiment, an example in which an engine is mounted as a drive source of the vehicle 10 has been described. However, the present embodiment can be applied to a hybrid vehicle that uses an electric motor together with an engine as a drive source, and the same effect can be obtained.

  The present invention is not limited to the above-described embodiments, and various modifications such as design changes can be added based on the knowledge of those skilled in the art. The configuration shown in each figure is for explaining an example, and any configuration that can achieve the same function can be changed as appropriate, and the same effect can be obtained.

It is a composition conceptual diagram of vehicles carrying a vehicle control device of this embodiment. It is explanatory drawing explaining the whole structure of the brake control apparatus mounted in the vehicle which concerns on this embodiment. It is a flowchart explaining the content of the auto parking control by operation of the engine switch in the vehicle control apparatus of this embodiment.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 Vehicle, 12 Disc brake device, 14 Wheel, 16 Caliper, 18 Actuator, 20 Automatic transmission, 22 Axle, 24 Engine switch, 26 Brake pedal, 28 Parking ECU, 30 Wheel speed sensor, 32 Power supply ECU, 34 Power supply, 36 Inclination angle sensor, 38 accelerator pedal, 74 brake ECU, 100 brake control device.

Claims (3)

Power supply switching means for switching between a power-on state in which the vehicle can travel and a power-off state in which travel is disabled;
Condition information acquisition means for acquiring whether or not a parking speed condition that allows the shift position of the vehicle to shift to the parking position is satisfied;
Auto-parking means for shifting the shift position to the parking position when the parking speed condition is satisfied when trying to shift to a power-off state by operating the power switching means;
Assist control means for generating a braking force by an in-vehicle braking force generating means to satisfy the parking speed condition when the parking speed condition is not satisfied during the transition operation by the auto parking means;
Power control means for shifting to the power-off state when the shift position is shifted to the parking position by the auto parking means;
The vehicle control apparatus characterized by including.   The vehicle control device according to claim 1, wherein the assist control means generates a braking force by operating an electronically controlled brake as the braking force generating means.   The vehicle control device according to claim 1 or 2, wherein the assist control means generates a braking force by the braking force generation means when the vehicle posture exceeds a starting inclination angle.

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